Train-control system for railroads



Nov. 19, 192.9. w. D. HAILES L 6,

TRAIN CONTROL SYSTEM FOR RAILROADS Filed April 18, 1927 ww f I ZZZ/am Z KTTORNEY Patented Nov. 1t

UNEEEEE) STATES PATENT @FFECE WILLIAM D, HAILES. OF ROCHESTER, NEVJ' YORK, ASSIGNOR T0 GENERAL RAILWAY SIGNAL COI IPANY, OI ROCHESTER, NEW YORK TRAIN-CONTRQL Application filed April 18,

tors controlled n accordai e with traiiic conditions ahead. In such systems it (pate essential that the co-actien ltetnyccn i. ductors and receivers be uni 1i and tree from failures on the side of danger due to crosses and the like.

lYith the above and other considerations in mind, it is proposed. in accordance with this invention, to provide an improved type of tr clrway inductor and car-carried re reiver satisfying): the above requirements.

Further objects, purposes, and characteristic features of the invention will appear as the description progresses, reference being had to the drawing, showing solely by way of example, one form which the invention can assume.

In the drawing Fig. 1 a schematic representation of one form of the invention as applied to a. simplified type of control means;

Fig. 2 is a top plan view of a receiver in accordance with this invention:

Fig. 3 is a side elevational view of the re ceiver;

Fig. l is a bottom plan view of the receiver. with parts broken away to more clearly show the construction;

Fig. 5 is an end View of the receiver of Fig- 3; and

Fig. 6 is a sectional View on line 6 -6 of Fig. 2). viewed in the direction of the arrows.

Referring to the drawing. and first more particularly to Fig. 1. a stretch of trackway is shown comprised by track rails 1, separated in the usual manner by insulating joints 2, into signalling blocks. each block having a track battery 3 at its exit end. a track relay 4 at its entrance end and a wayside signal 5. shown schiapii rc type, but. it: eh obvious- SYSTEM FOR RAILROADS 1927. Serial No. 184,675.

ly could he of any other desired type. The various control circuits and devices for the wayside signals have not been shown as it deemed unnec .ssary for the thorough understanding of this invention.

In front of the entrance end of each block is an inductor I comprising a magnetic core (5, preferably of laminated material, carrying a winding 7, connected in series with a tuning condenser 8 and a contact linger and front contact 9 of the adjacent track relavv l whereby the winding 7 is open circuited when the relay is tic-energized, as it is under danger condition-r, and is closed circuited when the relay is energized, as it is under clear conditions. V-Jliile the control for the winding 7 has l'zeen shown to comprise only danger and clear controls, it is obvious that the circuit in question could include a contact finger and front contact of a line relay controlled by tratlic conditions in the second block ahead, whereby to givethree controls for the winding 7, namely, open circuited for danger and caution, and closed circuited for clear conditions. A control. in this connection, such as shown in the V. K. Howe Patent, Ser. No. 1,604,098 of October 19, 1926, could be used.

Carried on the car, represented diagrammatically by the wheels and axles 10, is a receiver R, comprising a primary core 11, and a secondary core 12, formed of magnetic material and preferably laminated.

The primary core 11 is in the form of a bar with its ends 1313 (see Fig. bent downwardly at right angles to the body th ereof, such ends carrying primary windings 14.-14 connected in series with each other, with a tuning condenser 15, and a source of alternating current 16, preferably of a higher than the usual commercial frequencies such for example as 360 cycles per second.

The secondary core 12 is in the form of on H and carries a secondary winding 17 on the cross bar of the H. which is connected in series with a tuning condenser 18, and a main relay MR, the main relay having a contact finger 19. and front contact which con trols an energizing circuit, including a source of potential 20, for a train control device,

A r 4 3P ,tihich 1S normally energized and which,

upon de-energization, gives an automatic bralte application or in some other manner inmates a train control influence. Each leg of the H shaped secondary core, 12 has one end bent downwardly at right angles to the main portion thereof, while the other end is straight, the straight end of each leg being opposite to the front end of the other leg. The secondary core is positioned below the main part of the bar forming the primary core, and within the primary core, shown in Fig. 5. with the straight ends of the legs of core 12 extending further towards the ends 13, 13 of primary core 11, than do the downwardly bent ends of the legs, while the extren'iities the downwardly bent ends are positioned in substantially the same plane as the ends of the downwardly bent parts 13,

3 of the primary core.

In operation the receiver R is positioned on the car to pass directly above the inductor I at the entrance to each block, and to cour municate therewith through an air gap in somewhat the manner shown in Fi 3, whereby, if the signal block in question be clear, the coil 7 on the inductor is included in a closed circuit so that the choking eiit-et ot this coil effectually prevents any material flow of flux through the core 6, whereby the inductor has no more influence on the receiver than it it were not present.

On the other hand, if the winding 7 oi the inductor be open circuited, such winding has no choking efiect whatsoever, since no current can flow therein, so that the core (3 aiiords a good path for flow of flux and changes to the flux distribution in the re ceiver. As shown in Figs. 1, 2 and 3 by the full line arrows, the flux produced by the primary windings l4 and l t, flows in the direction indicated to thereby induce a voltage in the secondary winding 17 to cause eurrent to tlow through the main relay MR and maintain the energizing circuit for EPV closed. l hen the receiver, however, above an inductor in its active or open-circuited condition, a second path is attorded for the ilow of flux, as indi vated by the dotted line arrows, which, it will be noted, tends to cause passage of tiux through the secondary win-iling ii in the opposite direction to that first considered. The various parts are so proper tioned, and positioned, as to make the magnetic i luctances of these two magnetic paths substantially equal, whereby the active inductor produces a condition of substantially no flux flowing through the secondary winding 17 of the receiver, with a resultant de-energization of relay MR, and, for example, an automatic brake application due to deenergization of EPV. It the reluctances in question are not exactly equal a small iii-- duced current will then flow in the main relay MR in one direction or the other, but will be insufiicient to energize relay MB.

The path taken by primary flux, in the absence of an inductor, an we readily traced, in Fig. 3, by following the full line arrows, from which it is seen that such flux passes from the primary core to the s raight end of one leg of the H shaped secondary core, through the cross bar and the straight end of the other leg, and back to the primary core. lVhen an inductor is below the receiver, as indicated in dotted lines in F 3, the path taken can be traced by following the dotted line arrows, and passes from one bent end of the primary core to a bent end of one leg of the secondary core, then through the cross bar and down. through the bent end of the other leg of the secondary core and through the inductor to the other bent end of the primary core. This aliords two paths tor the low of flux, which pass through the secondary winding 17 in opposite directions.

llhile no acknowledging the reset devices have been shown, it is obvious that the brake control circuit could be supplied with such devices in the manner indicated, for example in the Howe Patent 1,004,098, above reterred to, whereby, it an acknowledging act were properly per tori ned, a brake application would be avoided even thoughno appreciable voltage were induced in the secondary winding 17, and if a brake application were incurred, operation of the reset device would restore the various parts to their normal positions and conditions, that is, the positions and conditions as shown in the drawing which are those existing under travel of the car in clear territory.

It should be noted that the secondary circuit, including relay MR, energized, through voltage induced in a single winding 17, whereby a shorting out of the secondary winding will result in a brake application, while with a bucking coil employed as is sometimes customary, the shorting out 0" such coil would result in a failure to incur a brake application, under conditions calling for such an application, and thus endanger the safety of the train in question.

The above rather specific description ot one form of the invention, is given solely by way of example, and is not intended, in any 1nan-- ner whatsoever, in a limiting sense. OlJYlOUS- ly, the invention can assume many ditierent physical forms, and susceptible of numerous modifications, and it is intended to i clude, in this application, all such torms and modifications as come within the appended claims.

Having described my invention, I new claim 1. In a train control system, a tracltway inductor controlled in accordance with hat fic conditions ahead, a car carried receiver po sitioned to be inductively associated with the inductor, and including a primary core and a separate H shaped secondary core, a pri sccomlary lnary winding on the primary core, and a secondary winding on the cross bar the H shaped secondary core.

2. In a train control system, a trackway inductor in the form of single bar arranged parallel with the tracl: and controlled in accordance w h tra'llic conditions ahead, a car carried receiver positioned to be inductively associated with the inductor and including a primary core and a separate it shaped secondary core, a pril'nary 'inding on the primary core, a secondary winding on the cross bar of the H shaped secondary core, and a train con trol device controlled by the secondary windillg.

3. In a train control system. a wayside inductor in the form of a single bar of magnetic material and controlled in accordance with tratiic conditions ahead, a (HY-(illiltfl receiver in-z'ilnding separate primary and secondary cores, the secondary core having the general form of an bl and the primary core being a bar, parallel to, and sti -d the secondary core, primary and se ondary windings on the respective cores. the ondary winding being on the cross bar of the H, and a train control device controlled by the secondary vinding.

4. in a train control system. a inductor in the form of a sirgle bar of mag netic material, means to control the imlurtm' in accordance with traffic conditions ahead, a car carried receiver inij'lnding separate primary and secondary cores, the FfiOntltlly core having the general form of an i and the primary core being a bar parallel to, and straddling, the secondary core, and having down-turned ends extending substantially below the plane of the major portion of the core, p 'imary and secondary windings on the respective cores with the secondary winding on the cross bar of the H, and a train control device controlled by the secondary winding.

In a train control system. a wayside inductor in the form of a single bar of magnetic material with means for its control in accordance with tratlic conditions ahead, a car carried receiver including separate pri mary and secondary cores, the secondary core having the general form of an H, the primary core being a bar parallel to, and straddling, the secondary core, primary and secondary windings on the respective cores with the secondary win ling on the cross bar of the H, and a train control device controlled by the secondary winding, the legs of the H shaped secondary core each extending beyond the other, at one end, and having its other end bent downwardly.

6. In a train control system, a wayside inductor in the form of a single bar of magnetic material with means for its control in accoroance with traflic conditions ahead, a car carried receiver including separate primary and secondary cores, with the secondary core having the general form of an H with the legs each extending beyond the other, at one end, and having their respective other ends bent downwardly, the primary core a bar parallel to, and straddling, the secondary core with down turned ends extending substantially below the plane of the H portion of the secondary core, primary and secondary windings on the respective cores with th/ secondary winding on the cross bar of the H, and a train con trol device controlled by the secondary winding.

7. In a train control system, a wayside inductor in the form of a single bar of magnetic material with means for its control in accordance with trallic conditions ahead, at car carried receiver including separate primary and secondary cores, the secondary core having the general form of an H, the prim ry core being a bar parallel to, and tr ng, the secondary core with down turned ends on the primary core extending substantially below the plane of the H of the se on ary core, primary and secondary on the respective cores, with the y winding on the cross bar of the ,QS ot the secondary H core each ex- 5: beyond the other, at one end, and having its other end bent downwardly whereby to have their downwardly bent ends lie in substantially the same plane that of the downwa dly bent ends of the primary core, and a train control device controlled by the secondary winding.

8. In a train. control system, a receiver comprising, a primary core in the form of a bar having a body port ion and ends with ts ends ocnt. at right angles to the body porion, a secondary core in the term of an H, syimnetrica ly rrangzjcd below said body portion, and between said bent ends. of the primary core, each of the secondary core extending beyond the other. at one end, and being bent downwardly at the other end to lie in substantially the same plane as the ends of the primary core, and primary and secondary windings on the respective cores.

9. In a train control system, a receiver comprising, a primary core in the form at a straight bar with its ends bent at right angles thereto, a secondary core in the term of an H. syl'l'nnetrically arranged below, and be tween tl c bent ends ot'. the primary core, with each leg of the serondary core extending beyond the other, at one end, and bring bent: at right angles to the body portion at the other end to lie in substantially the same plane as the ends ot the primary core, a primary Winding on the primary core, and a single secondary winding on the cross bar of the H shaped secondary core.

10. In a train control system, a receiver comprising, a primary core in the form of ave a straight bar With its ends bent at right angles to the main portion, a secondary core in the form of an H, symmetrically arranged below, and between the bent ends of, the primary core, each leg of the secondary core extending beyond the other, at one end, and being bent at right angles to the body portion at the other end to lie in substantially the same plane as the ends of the primary core, primary and secondary windings on the respective cores, and a trackway inductor in the form of a single bar of magnetic material, with means for its control by trafiic conditions, arranged to at times bridge across the ends of the primary core.

11. In a train control system, a receiver comprising, a primary core in the form of a bar with its ends bent at right angles thereto, a secondary core in the form of an H, symmetrically arranged below, and between the bent ends of, the primary core, each leg of the secondary core extending beyond the other, at one end, and being bent downwardly at the other end to lie in substantially the same plane as the ends of the primary core, a primary winding on the primary core, a single secondary winding on the cross bar of the H shaped secondary core, and a trackway inductor, in the form of a single bar of magnetic material, with means for its control by trafiic conditions, arranged to at times bridge across the ends of the primary core.

In testimony whereof I aflix my signature.

WILLIAM D. HAILES. 

